Luuks, én vinnig!Luuks, én vinnig. Dit klink dalk vir die leser na ‘n normale stelling vir ‘n duur sportmotor, maar dit is nie. Die luukstes is gewoonlik nie die vinnigste nie, en die vinnigstes is gewoonlik nie die luukste nie. Luukses in ‘n motor vermeerder gewig en gewig is die vyand van spoed en dinamika.Tog het Lexus dit reg gekry om twee vinnige weergawes van die Lexus RC-F plaaslik bekend te stel, terwyl die motors steeds besonder dinamies is. En tog nie, want die RC F-Sport Track Edition wys weer hoe groot verskil gewig werklik maak.Die RC F maak sy verskyning met selfs nog meer dinamiese hantering, verfynde stilering, verbeterde lugdinamika en groter afwaartse druk – veral op die vooras –stewiger en ligter veringkomponente, fermer stuurbeheer, meer intuïtiewe transmissie en bande wat beter klou. Sjoe! Wat ‘n mondvol. Opgesom – hy is meer dinamies en vinniger. In die geval van die splinternuwe RC F Track, met sy doelontwerpte koolstofvesel toebehore, is die veranderings nog meer opvallend.Die resultaat? Makliker hantering met verbeterde terugvoer van die bestuurder, wat dit makliker maak om deur ’n draai te ry terwyl die motor op spoed is, groter onderstelstabiliteit met vinnige rigtingveranderings, plus verbeterde stuur- en versnellerreaksie.Dus is die aërodinamika, hantering en werkverrigting is aansienlik verbeter in die RC F en RC F Track Edition, maar sonder om enige luuksheid, verfyning of veiligheid in te boet. Lexus het ligte-gewig, hoë-sterkte onderdele aangewend om die swaartepunt te verlaag en die reaksie van die drywende krag te verskerp, terwyl die kajuit meer prakties en met ’n nog meer premium gevoel ontwerp is.Die sirkelvormige dunfilm-transistor (TFT)-meter wat voor die bestuurder geplaas is, verander volgens die bestuurder se keuse met die moduskeuse-draaiknop. Die skerm wissel tussen ’n blou ekonomie-aanwyser in ECO, ’n standaard toereteller en digitale snelheidsmeter in NORMAL, ’n wit en rooi groepering in SPORT S en oranje in SPORT S + met driegang- opwaartse rigtuingwysers. Bestuurders kan ook wissel tussen eksklusiewe funksies soos ’n rondteteller en G-krag vertoning.Daar is ‘n uitgebreide 10,3-duim-wyebeeldskerm met satellietnavigasie, digitale radio en Bluetooth®-telefoon- en audiostroom, wat stemherkenning insluit. Die Mark Levinson klankstelsel met 17-luidsprekers verseker verder dat die klankgehalte pas by ’n premium sportkoepee.Die bestuurder se posisie is laag gestel vir ’n sportiewe gevoel, terwyl die toegang tot die agterste sitplekke vergemaklik word deur elektries verstelbare voorste sitplekke met ’n funksie wat dit met die druk van ’n knoppie, outomaties vorentoe laat gly en dan na die oorspronklike posisie laat terugkeer. Verwarmde en geventileerde sitplekke, sowel as ’n elektries verstelbare stuurkolom, is standaard vir voorste en passasiersitplekke op alle variante, behalwe die liggewig, renbaangerigte RC F Track Edition, wat slegs die funksies vir die voorste sitplekke het.Lexus het die RC F en RC F Track toegerus met ’n hersiene 5-liter V8. Die enjin se maksimum krag van 351 kW word teen 7 100 r/min gelewer terwyl sy wringkragpiek van 530Nm tussen 4 800 r/min en 5 600 r/min ontwikkel word. Die uiters gesofistikeerde 2UR-GSE-petrolenjin is nou ligter en voldoen vir die eerste keer aan Euro-6-uitlaatvereistes. Meer as tien enjinkomponente is aangepas om gewig te verminder en dus die swaartepunt te verlaag. Die hersiene transmissie maak verder voorsiening vir die integrasie van ’n wegtrekbeheerstelsel wat die eerste keer sedert die geheiligde LFA-supermotor, in ’n Lexus gebruik word. ’n Stormlopie van 0-100 km/h neem net 4,5 sekondes vir die RC F en 4,3 sekondes vir die RC F Track.Motorgeesdrigtiges glo 1 kg se gewig onder die veerstelsel is gelykstaande aan 10 kg in die motor. Lexus het met die RC F Track se ongeveerde gewig met ongeveer 25 kg verminder deur ligte allooiwiele en skyfremme van koolstofkeramiek te gebruik. Hierdie aansienlike gewigsbesparing verwyder die druk van die veringskomponente, wat die rygehalte aansienlik verbeter terwyl dit die hantering en beheer op rowwe padoppervlakke en knap renbane aansienlik verbeter.Al die variante is toegerus met die hoogste vlak van veiligheidstegnologie, insluitend die Lexus Safety System+-veiligheidstelsel wat ’n reeks hulpmiddels insluit soos ’n voor-botsing (rem-gesinchroniseerde) veiligheidstelsel met voetganger-opsporing, standaard-aanpasbare spoedbeheer, baandwaal-waarskuwing met stuurhulp en ligdiode- outomatiese hoëligstraal. Blindekolmonitor, truratkamera, voorste ryhoogte en agterste parkeersensors en agterste dwarsverkeerswaarskuwing is ook standaard.Die Lexus RC F kos R1 318 300. Die RC F Track kos R2 098 200. Albei voertuie is standaard beskikbaar met Lexus se waarborg van 7 jaar/105 000 km en volledige instandhoudingsplan.Artikel: Johann van Tonder

Start Believing!

The more recent history of the Ford Kuga in South Africa at least has been concentrated on rather hot peripheral issues that have done much to tarnish the image of Henry’s mid-size SUV which is a shame as this latest iteration is a very fine example of the genre.

Before I delve into the specifics as to exactly what goes into this SUV to make it such a worthy prospect, allow me to get my fetish for detail out of the way. I’ve always maintained that if a manufacturer pays attention to detail, the chances are good that the same level of attention has been paid in hidden places elsewhere. So, hats off to Ford for spending a little extra money and lining the inner door window frames to hide all signs of paintwork. Take my word for it; there are very few cars in this class with this feature.

This latest Kuga underwent a notable makeover late in 2018. The test unit sported metallic white paint that had been applied with due care and attention and fussy owners would be very pleased with the gloss levels. They’d be even more pleased with the very narrow panel gaps that for the most part match the best in the industry.

Details, some of them unique to the ST badge (Titanium is no more) which in Kuga-speak telegraphs sporting overtones at least in terms of aesthetic values as opposed to mechanical tweaks, include anthracite cross bars in the main grille which stands proud of a horizontal, black-trimmed lower grille. The black theme extends to roof rails and a rear “diffuser” as well as to optional, flash, multi-spoke alloys that are home to substantial 235/45R19 rubber. A ride height that’s lowered by 10mm adds to the sporty overtones but barely affects the ride comfort as we shall establish in a jiffy. Bumpers are body colour and feature park sensors front and rear while a camera also sees service to assist with backing-up. On a related subject, the fact that “clap hands” wipers are employed up front greatly improves forward vision in rain or when dew has left its footprint. I wish that more manufacturers used this wiper config which not only sweeps more glass, it also ensures that no changes are needed for left or right hand drive.

Now to the interior. The seats, fully-powered in the driver’s case, are covered in a mix of alcantara and leather and provide decent support and posture. A mix of soft-touch and hard plastics is used inside along with high grade carpeting and a smart roof lining to create a pleasant ambience. Other niceties include keyless entry/start, full air con, electric windows, airbags in every nook and cranny, auto open-close tailgate, electric hand brake, dipping mirror, power points and USB ports, lots of oddments receptacles and more.

Where this Kuga truly scores is in its driving dynamics. The underpinnings are hardly new but it’s rare for Ford’s chassis gurus not to get things right first time, so the enduring quality of the Kuga in dynamic terms comes as no surprise. Despite those relatively large, low-profile tyres, the ride quality is out of the top drawer, offering a marvellously-judged blend of pliancy and control which means the driver can enjoy throwing the Kuga into a roundabout while passengers’ butts will be cossetted when the road surface gets rougher.

Where I suspect the engineers have been at work is in improving overall refinement. Other than on coarse chippings, the isolation of tyre roar is most effective and the suspension goes about its business with uncanny stealth. Further, wind noise, other than around the folding wing mirrors which can generate some rustle, is rebuffed with aplomb, and on the cruise the 2.0 turbo petrol mill keeps its presence pleasingly distant.

Only when under load does the 177kW/340Nm four sound a trifle strained and, dare I say it, just a little coarse, but in return, it offers lively and effortless thrust, doubtless a function of the torque peak arriving at just 2 000 rpm and holding all the way to 4 500 rpm. For the record, the motor spins at a mere 2 050 rpm at 120 km/h which explains just why the Kuga’s cruise disposition is so good, and if you must know, the 0-100 sprint is despatched in 7.8 s. More importantly, fuel consumption in an urban environment can be a tad heavy, with a figure of around 12.2l/100km being most common, but a fair bit of motorway driving which cut the thirst to around 8.5l/100km, resulted in a week-long average of 10.9l/100km which is perfectly reasonable.

The brakes proved to be seamless in all respects, offering powerful retardation and a perfectly-judged level of assistance at lower speeds which made feathered stops a cinch. The 6-speed auto box, complete with useful paddle shifters, also proved to be a most pleasing companion.

The Kuga has to push many obstacles aside if it’s to regain all the ground lost in recent times, but on the strength of this showing, it deserves to attract lots of showroom traffic because it combines truly excellent driving dynamics with a well-judged blend of style, space and practicality at a competitive price. It’s time to believe again!

Priced from R552 400. Warranty: 4yr/120 000km. Service plan: 6yr/90 000km

This article by Richard Wiley first appeared in Ultimate Drive Ed.57

Projecting a premium image has been an Audi priority in its battle to retain or lure customers away from its two German rivals, but the reality is that over time, “lesser” brands have upped their game and closed the gap in perception terms to Ingolstadt’s stepping stone models, not least the compact Q3.

The arrival of a new Q3 therefore couldn’t come soon enough and having sampled two versions of Audi’s brand new compact SUV, there’s absolutely no doubt the bar has been raised such that the premium genes are readily evident.

Three models are available, all powered by the familiar 110kW/250Nm1.4 TFSI motor driving the front wheels through a brilliantly smooth and responsive 6-speed S tronic automated box. Any fears that the slightly longer and wider but shallower Q3 might overwhelm this engine can be put to rest as the encouraging torque peak holds all the way from a mere 1 500 rpm until the mid-three thousands.

This ensures that open road cruising is a doddle and that mid-range urge is always on hand, characteristics enhanced by the very effective isolation of mechanical disturbances from the cabin. Expect more firepower sometime in 2020 but for now, have no qualms about that relatively small mill.

Apart from mechanical refinement, the new Q3 also repels wind noises to good effect, albeit that the large wing mirrors do generate some rustle in strong crosswinds. Road noise too is contained with aplomb other than on the coarsest tar, so count refinement as a Q3 strong suit.

The Q3 also dealt with gravel roads very competently but both cars driven incorporated the optional and desirable 6-mode chassis dynamics package which in “comfort” mode will have helped ward off the nasties. The steering too is pleasingly weighted and nicely responsive, but again this function is influenced by the workings of the aforementioned dynamics package.

In an attempt to reduce configuration muddles, three model ranges are presented in Standard, Advanced and S line form with each sporting distinctive equipment packages that are more generous than of old. Please consult the Audi SA website for full details but be aware that an extensive options list can still add significantly to the price.

What is new as standard, is a digital 10.25-inch instrument cluster allied to a central infotainment 8.8-inch touch screen display but for tech fans, the virtual “plus” system with crystal-clear, bigger dual screens and greater functionality including nav is almost a must even if functionality seems complex on first acquaintance.

Interior ambience and finish, with the exception of hard plastics in mostly hidden lower areas, is top notch and comfort levels high, even for those in the back who can move the 20:40:20 seat fore and aft by 150mm while still leaving a minimum luggage area of 530 litres.

And as you’d expect, external finish is industry-leading and makes the sharper, more sporty lines and imposing new grille stand out to good effect. Without a doubt, the new Q3 has raised the bar, offering improved dynamics and practicality along with excellent refinement and a somewhat daunting price tag that starts out at R565 000.

This article by Richard Wiley first appeared in Ultimate Drive Ed.57